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LOCOMOTIVES
OF
1907
BY CHAS. S. J.AKE, A.M.I.MECH.E.,
MEMBER SOCIETY OF ARTS.
Author of " The World's Locomotives," " The Locomotive Simply Explained"
"Locomotives of 1906."
LONDON :
PERCIVAL MARSHALL & CO., 26-29, POFFIN'S COURT, FLEET STREET, E.G.
FOUR-CYLINDER SIMPLE (4—6—0 TYPE) EXPRESS LOCOMOTIVE, GREAT WESTERN RAILWAY.
MR. G. J. CHURCHWARD, M.Inst.C.E., Locomotive Superintendent, SWINDON.
Cylinders (4) : Diameter, 14^ ins. ; piston stroke, 26 ins.
Bogie wheels diameter. 3 ft. 2 ins.
Coupled wheels diameter, 6 ft. 8J ins.
Wheelbase : Rigid, 14 ft. 9 ins. ; total, 27 ft. 3 ins.
Boiler : Diameter at front, 4 ft. loj ins. ; diameter at back, 5 ft. 6 ins. ;
height of centre above rail, 8 ft. 6 ins.
Heating surface: Tubes 1988-65 sq. ft.; firebox, 154-26 sq. ft.:
total, 2142-91 sq. ft.
Leading Particulars.
Grate area, 27-07 sq. ft.
Working pressure, 225 Ibs. per sq. in.
Weight on coupled wheels, 58 tons 16 cwts. ; weight of engine (in
working order), 76 tons 14 cwts.
Tender: Water capacity, 3,500 gallons; coal capacity, 6 tons.
Weight of engine and tender (in working order), 1 16 tons 14 cwts.
Tractive force, 26,560 Ibs.
LOCOMOTIVES OF 19 O7.
By CHAS. S. LAKE, A.M.I.Mech.E.,
Member Society of Arts.
ITH the close of the
year 1907, a favourable
opportunity presents it-
self for reviewing the
progress made in the
world's locomotive prac-
tice during the twelve
months which have
elapsed since the same
purpose was fulfilled at
the .end of 1906.
Whilst it cannot be said
that the present year has
produced any very start-
ling developments con-
nected with locomotive engineering, it has, nevertheless,
witnessed a general advancement on recognised prin-
ciples, and indications of a noteworthy character have
not been wanting.
With an additional twelve months of experience
at their disposal, designers of locomotives the world
180713 / '
over are showing an increased disposition to investi-
gate more closely, and in practice, the claims of others ;
and, although it cannot be truthfully stated as yet that
there exists what may perhaps best be described as a
current of settled international opinion, there are un-
mistakable signs that in regard to many essential points
the general body of locomotive engineers are coming
more nearly into agreement.
This influence, if carried far enough, would doubtless
have a beneficial effect upon the branch of engineering
under consideration ; but it must, of course, be a long
time before ideas have become sufficiently consolidated
to allow of the adoption of anything in the nature of
international locomotive standards, even for practically
identical conditions of service.
When we come to pass in review what has been done.-
in Great Britain during the year 1907 in connection
with locomotive engineering, it is seen that on the
majority of railways a policy of steady adherence to
existing standards jhas been maintained — a course which,
so long as those 4 standards remain adequately efficient
••
LOCOMOTIVES OF 1907.
for the work to be performed, is perhaps on the whole
the best. On other lines the spirit of investigation has
been manifested, and, although little of the results
obtained has publicly transpired, a great deal has been
done, effectively if quietly, in the way of experimental
work with methods new to the practice of this country,
and, doubtless, when the proper time arrives the out-
come will be duly announced.
The railway service of the United Kingdom was
never more efficient than at the present time, and,
speaking generally, it would be difficult to find a strict
parallel for it in any other part of the world. The
weight of the trains comprising the most important
passenger services and the average speeds at which
they are run, have both had an upward tendency, and
the demand for locomotives capable of hauling these
increasing loads without any diminution in the average
velocity has advanced commensurately.
In locomotive matters, as well as in many
others, the Great Western is among the most
progressive of British railways, and this reputation
was further enhanced during the year just closed
by the introduction of powerful express passenger loco-
motives of a new type having four simple cylinders,
a leading four-wheeled bogie and six-coupled driving
wheels. Engines of this description are exceptionally
well adapted for hauling the heaviest of modern
passenger trains, and the diameter of the driving wheels
in the present case, viz., 6 ft. ,8£ ins., allows of the
highest necessary speed being reached without incon-
venience. The design of these locomotives provides
only two valve gears of the Walschaerts' type for
actuating the four slide-valves, and although many
engineers, especially those upon the Continent, consider
it better practice to work each steam-distributing valve
independently by a separate set of motion, there are
advantages for the simpler method of coupling the
valve spindles and working them in pairs by means of
a single valve gear which cannot be overlooked. The
two inside cylinders of the Great Western engine — an
illustration of which, with dimensions, forms the
frontispiece — are placed in advance of the bogie centre,
whilst the outside ones are at the rear of the same, the
inside cylinders driving the crank-axle of the leading
coupled wheels and those outside the middle pair.
The inside and outside valve spindles on' each side
of the engine are connected by a cross-lever having
two arms, which is fulcrumed at about the centre on
the main engine frames. The gear is directly applied
to the valves of the inside cylinders, and motion is
transmitted to those outside through the double-armed
lever before mentioned. Full details of this valve
gear, with drawings, having appeared in several of the
technical engineering journals, it will be unnecessary
to go further into the subject of its construction and
method of working here, where space is an important
consideration. These 4 — 6 — o type four-cylinder loco-
motives are employed for working some of the heaviest
LOCOMOTIVES OF 1907.
FOUR-CYLINDER SIMPLE (4—6—0 TYPE) PASSENGER LOCOMOTIVE, LONDON AND SOUTH-WESTERN RAILWAY.
MR. DUGALD DRUMMOND, M.Inst.C.E., Chief Mechanical Engineer. NINE ELMS.
Leading Particulars.
Cylinders (4) : Diameter, i6£ ins. ; piston stroke, 26 ins.
Coupled wheels diameter, 6 ft.
Bogie wheels diameter, 3 ft. 7 ins.
Wheelbase : Rigid, 13 ft. 4 ins. ; total, 26 ft. 7 ins.
Boiler : Diameter, outside (maximum), 5 ft. g\ ins. ; length between
tube plates, 14 ft. 2 ins. ; height of centre above rails, 9 ft.
Heating surface : Boiler tubes, 2,210 sq. ft. ; firebox tubes, 357 sq. ft. ;
firebox, 160 sq. ft. : total, 2,727 sq. ft.
Grate area, 31^5 sq. ft.
Working pressure, 175 Ibs.
Tender capacity : Water, 4,000 gallons ; coal, 4 tons.
Heating surface of tubes in tender well (feed-water heated with exhaust
steam), 382 sq. ft.
Diameter of tender wheels, 3 ft. 7 ins.
Total length over buffers (engine and tendei ), 63 ft. oj- in.
Weight on coupled wheels, 54 tons.
Weight of engine and tender in working order, 118 tons.
LOCOMOTIVES OF 1907.
and fastest main line long-distance expresses of the
Great Western Railway, and they are doing much to
uphold the character always possessed by that line for
speed and punctuality.
At the time of writing, the new " Pacific " or
4 — 6 — 2 type express locomotive of the Great Western
Railway was about making trial trips. This engine,
which is the first of its kind to be introduced
on the railways of the United Kingdom, approximates
in size and power to those of the same type employed
on the Paris-Orleans Railway, which were placed in
service about midway during 1907, when they marked
the initial introduction of the type on the European
Continent.
A marked difference between the two designs is
that whereas the French locomotives are four-
cylinder compounds, with a separate valve mechanism
for each cylinder, that of the Great Western
Railway has four single-expansion cylinders using
superheated steam and the simplified form of valve
gear applied to the 4 — 6 — o type locomotive above
referred to. It transpired during 1907 that the utilisa-
tion of the " Atlantic " or 4 — 4 — 2 type of engine was
to be discontinued on the Great Western Railway in
favour of the six-coupled designs ; and the reason for
this step appears to be that the " Atlantic " type offers
what, after all, only practically amounts to the same
opportunity of utilising adhesion weight, as the 4 — 4 — o
type of engine, so that with the larger cylinder capaci-
ties of the latest practice it becomes difficult to employ
the increased tractive power effectively, owing to lack
of adhesion, once a certain point has been reached in
the steam distribution. With only two axles to carry
the adhesion load and an outside limit of 20 tons per
axle, it cannot be expected that any four-coupled loco-
motive will utilise to advantage the same cylinder
tractive power as a six-coupled engine with nearly
60 tons of adhesion. In addition to these powerful
four-cylinder locomotives, several additional engines
having the same wheel arrangement, but with two
cylinders only, were added to the locomotive stock
of the Great Western Railway during the past year.
On the London & South-Western — the only other
British railway beside the Great Western to employ the
4 — 6 — o type of locomotive in conjunction with four
simple cylinders — the close of the year saw the intro-
duction of a new series of such engines, commencing
with No. 335, which forms the second illustration. In
" Locomotives of 1906," the corresponding volume to
the present one, published at the end of the year from
which it takes its title, an illustration appeared showing
No. 330, the first locomotive of the 4 — 6 — o type to be
tried on the London & South-Western Railway, and the
only material difference between that engine and the
one appearing on page 5 lies in the diameter and stroke
of the cylinders.
In this later series the tractive power of the engine
has been materially added to by increasing the diameter
LOCOMOTIVES OF 1907.
4—6—0 TYPE FAST GOODS LOCOMOTIVE, LONDON AND NORTH-WESTERN RAILWAY.
MR. GEORGE WHALE, M.Inst.C.E., Chief Mechanical Engineer, CREWE.
Cylinders: Diameter, 19 ins. ; stroke, 26 ins.
Wheels : Radial truck, 3 ft. 3 ins. diameter ; coupled wheels, 5 ft.
2j ins. diameter.
Wheelbase : Rigid, 13 ft. 7 ins. ; total engine, 26 ft. 8J ins.
Boiler : Barrel — mean diameter, 5 ft. of in. ; length, 12 ft. 6 ins. :
height from rail level to centre of boiler, 8 ft. 7 ins.
Heating surface : Tubes, 1840-5 sq. ft. ; firebox, 144-3 sq. ft. : total,
1984-8 sq. ft.
Leading Particulars.
Grate area, 25 sq. ft.
Boiler pressure, 185 Ibs. per sq. in.
Weight on coupled wheels, 44 tons 4 cwts.
Weight of engine (in working order), 63 tons.
Tender : Water capacity, 3,000 gallons ; coal capacity, 6 tons.
Total weight of engine and tender (in working order), 100 tons.
8
LOCOMOTIVES OF 1907.
of each of the four cylinders by £ in. and adding 2 ins.
to the length of the stroke. In this manner, not only
is the general capacity of the cylinders for the expan-
sion of steam rendered greater, but the increased
leverage of the longer stroke will be of much assistance
when starting away with heavy loads. The new engines
are fitted with the arrangements patented by Mr.
Dugald Drummond, Chief Mechanical Engineer, and
applied by him to all London & South- Western Railway
locomotives. These comprise his well-known spark-
arresting and fuel-economising device fitted in the
smokebox ; water tubes in the firebox and a feed-water
heater, by means of which the temperature of the feed
is raised to a degree at which ordinary injectors are
incapable of delivering it to the boiler, and therefore
duplex pumps are utilised for the purpose.
Reversing of the four valve gears, of which the out-
side ones are Walschaerts' and the inside ones Stephen-
son link type, is effected by means of steam-operated
gear. Comparison of the two classes of engines shows
that the outside slide valves work above the cylinders
in the new series, instead of below as in the older one.
Of the other British railways employing the 4 — 6 — o
type of locomotive, the Caledonian, London & North-
Western, and Great Central Railways each added to
the number already in service. New locomotives of
this description, similar in general design to those
already employed in passenger service, but with
smaller coupled wheels for mixed or goods traffic pur-
poses, were introduced on the two last-mentioned lines,
and illustrations of these will be found on pages 7 and
9. In the case of the London & North- Western Rail-
way engine, inside cylinders, with Joy's valve gear,
are employed ; but the Great Central locomotive has
outside cylinders and Stephenson link motion. These
are both powerful locomotives, of simple and straight-
forward design, admirably suited for giving reliable service
under varying conditions in hauling heavy trains at
moderate speeds on all sections of the railways over
which they have been designed to work. The Great
Southern and Western Railway of Ireland built more of
the 4 — 6 — o type locomotives of the 365 class* intro-
duced during 1906, and these, with their predecessors,
are proving highly successful in working fast goods
trains and other traffic on the main line between Dublin,
Cork, and Queenstown.
None of the railways of the United Kingdom placed
the " Atlantic " type locomotive in service for the first
time during 1907, and only a comparatively few engines
of this description were added to the locomotive equip-
ment of the home railways, taken as a whole. On the
other hand, a large number of 4 — 4 — o type engines
were built to the standard designs employed on the
respective lines, and, in the case of the Midland Rail-
way, some important departures from previous practice
were introduced. The illustration, page n, shows
* Illustrated on page 23 of "Locomotives of 1906,"
LOCOMOTIVES OF 1907.
.
4—6—0 TYPE FAST GOODS LOCOMOTIVE, GREAT CENTRAL RAILWAY.
MR. J. G. ROBINSON, M.Inst.C.E., Chief Mechanical Engineer, GORTON.
Leading Particulars.
Cylinders : Diameter, igj ins. ; piston stroke, 26 ins.
Bogie wheels diameter, 3 ft. 6 ins.
Coupled wheels diameter, 5 ft. 3 ins.
Wheelbase : Rigid, 14 ft. ; total, 26 ft. i£ ins.
Boiler : Diameter, 4 ft. gj ins. ; length, 15 ft.
Heating surface : Tubes, 1777^9 sq. ft. ; firebox, iji'6 sq. ft. : total,
ioo9'5 sq. ft.
Grate area, 23^4 sq. ft.
Working pressure, 200 Ibs. per sq. in.
Weight on coupled wheels, 52 tons.
Weight of engine (in working order), 67 tons 8 cwts.
Tender; Water capacity, 4000 gallons; coal capacity, 5 tons.
Weight of engine and tender, nj tons 8 cwts,
10
LOCOMOTIVES OF 1907.
that the design, taken generally, resembles that of
the numerous Belpaire engines of the two-cylinder
4 — 4 — o type in service on this railway ; but this engine
— No. 999 — is fitted with a boiler of similar proportions
to those of the three-cylinder Midland compounds, and
a marked difference is found in the method of steam dis-
tribution. This is effected by piston valves actuated
by a special valve gear, which Mr. R. M. Deeley,
locomotive superintendent of the Midland Railway, has
designed, and the principal feature of which is that no
eccentrics are employed, neither is there any return crank
or similar device, such as are employed in the Walschaerts'
and kindred valve motions. The travel of the valve
for lead is derived from a pendulum link, and a rod
attached to the crosshead of the adjacent motion is
utilised for the purpose of oscillating the suspension
link. The arrangement gives an excellent steam dis-
tribution, and it offers the advantage of dispensing
with eccentrics on the crank axle. The engines of this
class are fitted with axle-boxes of a new design to the
driving and trailing axles. Each box is provided with
two cylindrical brasses, which are free to adjust them-
selves to the bearings. Another departure from the
practice usually followed on the Midland Railway con-
sists in the provision of a bogie of the swing-link type
under the leading end of the locomotive. All the axle-
boxes are fitted with sight-feed lubricators, and the
piston valves and cylinders are lubricated by displace-
ment sight-feed and special suction lubricators respec-
tively. The cylinders are cast in one piece with the
steam chests and smokebox saddle, and the steam
chests are carried beyond the main walls of the
cylinders, and extend across the ends of both piston-
valves. This design represents a marked advance in
British simple 4 — 4 — o type locomotive practice, and
the general appearance presented by it is excellent.
Many people think it would be improved if the huge
figures, denoting the engine number, which are painted
on the sides of the tender to a height of over i ft., were
absent ; but this is a matter of small importance when
compared with the question of efficiency.
The 4 — 4 — o type of engine still remains — at the end
of 1907 — the standard for express passenger traffic,
not only on the Midland and London & North-Western,
but also on several other of the more important British
railways, and this is one of the points where the locomo-
tive practice of this country differs so widely from that
of the majority of others. The type is an exceedingly
useful one, and in its two-cylinder single-expansion
form is lighter and simpler, and therefore cheaper to
build and maintain, than other types having more
extended wheel arrangements and a greater number of
parts can possibly be. The author found, when visiting
some of the leading locomotive engineers and builders
upon the Continent towards the end of the year just
closed, that most of them regarded it as somewhat as-
tonishing that the simple 4 — 4 — o type should still be
retained in the front rank for express passenger services
LOCOMOTIVES OF 1907.
ii
LATEST TYPE OF EXPRESS LOCOMOTIVE. MIDLAND RAILWAY.
MR. R. M. DEELEY, M.Inst.C.E., Locomotive Superintendent, DERBY.
Cylinders : Diameter, 19 ins. ; stroke, 26 ins.
Bogie wheels diameter, 3 ft. 3^ ins.
Coupled wheels diameter, 6 ft. 6£ ins.
Wheelbase : Engine, 24 ft. 4j ins. ; rigid, 9 ft. 6 ins.
Boiler: Diameter, 4 ft. q| ins. ; length between tube plates, 12 ft.
3$ ins. ; height of centre above rails, 8 ft. 6£ ins.
Heating surface : Tubes, 1404-6 sq. ft. ; firebox, 152-8 sq. ft. : total,
IS 57-4 sq. ft.
Leading Particulars.
Grate area, 28-4 sq. ft.
Working pressure, 220 Ibs.
Weight on coupled wheels, 38 tons 15 cwts.
Weight of engine (in working order), 58 tons 10 cwts. 2 qrs.
Weight of engine and tender (in working order), 104 tons 9 cwts.
Tender: Tank capacity, 3,500 gallons; coal capacity, 7 tons.
Tractive power, -0534 ton per Ib. pressure of steam.
12
LOCOMOTIVES OF 1907.
on English railways, where, admittedly, some of the
heaviest trains in the world have to be hauled at
average speeds which are second to none of those
normally attained in other countries. That such a
diversity should exist between the practice of any one
country and those of most others has, of course, its
noteworthy side ; but, when the whole of the circum-
stances have been taken into account and the subject
threshed out in discussion, the reasons for the marked
difference become more clearly apparent. Certain it
is that the British 4 — 4 — o locomotives are daily
performing work of which the designers of larger and
much more complicated machines might quite well
be proud.
Further, locomotives of the "County" class were
introduced on the Great Western Railway during
1907. These are 4 — 4 — o type engines, with outside
cylinders, and a distinctive feature of the design is the
long piston-stroke employed, viz., 30 ins., as compared
with the customary 24 ins. or 26 ins. of British practice.
The added length of stroke permits of a reduction in
the cylinder diameter, and the expansion of steam is
carried out under somewhat different conditions. The
long stroke assists the engine at starting, but must
necessarily be something of a disadvantage when
travelling at the highest speeds, owing to the great
piston velocity set up. The engines, in common with
all modern types of the Great Western Railway, are
fitted with the coned pattern of boiler. These " County "
locomotives have a meritorious record of service, and
for all but the heaviest and fastest traffic they are a
wholly successful type.
On other railways where the 4 — 4 — o type is
employed for working the principal services, the number
of such engines was materially added to during 1907,
and no disposition was shown to abandon this class
of locomotive for those having more extended wheel
arrangements.
In regard to tank locomotives, some noteworthy
developments occurred during 1907 on the British
railways. New types were introduced on several lines,
and the tendency was to materially increase the power
of this handy form of engine. The Midland led the
way with some large tank locomotives of an en-
tirely new design having the o — 6 — 4 wheel arrangement
(see page 15), and the Great Western and Great
Northern each placed in service six-coupled passenger
tank engines — the step, in the last as in the
first-named case, constituting a new departure in
the locomotive standards of the line. The Midland
engine ranks among the largest and most powerful of
its kind in the United Kingdom, and some interesting
features are incorporated in the design. The wheel
arrangement is an unusual one, but it possesses certain
advantages. The presence of the four-wheeled bogie
at the trailing end permits of a greater coal and water
carrying capacity than when a single pair of radial
wheels is employed. In these new Midland tank engines
LOCOMOTIVES OF 1907.
EXPRESS LOCOMOTIVE OF THE " COUNTY " CLASS, GREAT WESTERN RAILWAY.
MR. G. J. CHURCHWARD. M.Inst.C.E., Locomotive Superintendent, SWINDON.
Leading Particulars.
Cylinders : Diameter, 18 ins. ; piston stroke, 30 ins.
Bogie wheels diameter, 3 ft. 2 ins.
Coupled wheels diameter, 6 ft. 8J ins.
Wheelbase : Rigid, 8 ft. 6 ins. ; total (engine), 24 ft.
Boiler : Diameter — smokebox end (outside), 4 ft. loj ins. ; firebox
end (outside), 5 ft. 6 ins. ; length of barrel, 1 1 ft. ; height of centre
from rail. 8 ft. 6 ins.
Heating surface : Tubes. 1692-14 sq. ft ; firebox, 128-21 sq. ft. : total,
l,82O-35^sq. ft.
Grate area, 20-56 sq. ft.
Working pressure, 200 Ibs.
Weight on coupled wheels (with engine in working order), 37 tons
12 cwts.
Weight of engine (in working order), 58 tons 16 cwts.
Weight of tender (in working order), 40 tons.
Weight of engine and tender complete (in running condition), 98 tons
16 cwts.
Tractive force, 21,734 Ibs.
LOCOMOTIVES OF 1907.
the cylinders are placed inside the frames, at an angle
of I in 8£ ins., for driving the crank-axle of the middle
pair of coupled wheels. The connecting-rods are pro-
vided at their small ends with a ball-and-socket
arrangement which permits of the rods adapting them-
selves freely to the side play of the driving axle ; and
in addition to this ball and socket, bushes are fitted
in the pin-joint connection of the side rods in front of
the driving-wheel crank-pin. The leading axle is pro-
vided with a modification of the " Cartazzi " type axle-
box, the spring gear of which is placed below the
journal. This axle is free to move laterally to the
extent of ij ins., or f in. on each side, while the four-
wheeled bogie at the other end of the locomotive is
allowed a total side play of 5^ ins. ; so that the engine
is well adapte'd by these combined means for negotiat-
ing curves of 4 chains radius with ease. The balanced
slide-valves with which the engine is fitted work between
the cylinders, and are actuated by Stephenson link
motion. The angle of the eccentrics is 105 \ degs., and the
eccentric-rods are 4 ft. 3! ins. in length. The boiler
is made in two telescopic rings, of 9-i6ths-in. steel plate.
It is similar in proportion to that of the standard
Midland Railway goods engine, and carries a working
pressure of 175 Ibs. per sq. in. Water pick-up apparatus
is provided, and double scoops are fitted to allow of water
being taken up from the track troughs in whichever
direction the engine is travelling. These new locomo-
tives represent a considerable advance in the practice
of the Midland Railway, where hitherto large tank
engines have not been the rule. With their increased
cylinder and boiler capacities, ample adhesion weight
and general flexibility of wheelbase, they are proving
a highly efficient type for working heavy suburban
traffic, and they are equally well adapted for goods
train service.
The latest Great Western tank engines are of the
2 — 6 — 2 type (see page 17). Officially, these engines
are described as having been converted into their
present condition from o — 6 — o type goods engines
with tenders ; but, inasmuch as nothing except
coupled wheels centres remains as before, it is difficult
to see what connection there can be between the two
designs. The boiler, as now fitted, is totally different,
both as regards size and pattern, to that originally used
in the goods engines ; new cylinders have been fitted,
the spacing of the coupled wheels is altered, and the
frames have, of course, had to be lengthened. As it
now stands, the engine presents a very smart and up-
to-date appearance, and it has a distinctive character
on the Great Western Railway, as combining the
2 — 6 — 2 wheel arrangement with inside cylinders. The
classing of the engines as " converted " has its purpose,
no doubt, for departmental reasons, but from any
other point of view it appears rather wide of the mark.
The Great Northern locomotive, illustrated on page
19, was, as before said, the first of its kind to be
employed on that line, and this design was specially
LOCOMOTIVES OF 1907.
0—6—4 TYPE TANK LOCOMOTIVE, MIDLAND RAILWAY.
MR. R. M. DEELEY, M.Inst.C.E., Locomotive Superintendent, DERBY.
Leading Particulars.
Cylinders : Diameter, 18^ ins. ; piston stroke, 26^ ins.
Coupled wheels diameter, 5 ft. 7 ins.
Bogie wheels diameter, 3 ft. i in.
Wheelbase : Rigid, 16 ft. 6 ins. ; total, 29 ft.
Boiler : Height of centre from rail, 8 ft. ; length between tube plates,
10 ft. lof ins. ; diameter, outside (maximum), 4 ft. 9^ ins. ;
number of tubes, 242 ; outside diameter of tubes, ij ins.
Tender: Tank capacity, 2,250 gallons; coal capacity, 3! tons.
Heating surface : Tubes, 1,206 sq. ft. ; firebox, 125 sq. ft. : total,
1,331 sq. ft.
Grate area, 21-1 sq. ft.
Working pressure, 175 Ibs.
Tractive power per Ib. of steam pressure, -0593 ton.
Weight on coupled wheels, 52 tons 13 cwts. I qr.
Weight of engine (in working order), 72 J tons.
i6
LOCOMOTIVES OF 1907.
prepared to take the place of the heavy eight-wheels-
coupled radial tank engines, which, since 1904, had been
employed for working some of the heaviest suburban
passenger traffic of the Great Northern Railway between
Moorgate Street and outlying districts in the London
district; but which engines have since been withdrawn,
and are now working coal trains and doing heavy shunt-
ing work in the Midlands. The design is admirably
proportioned, and in it Mr. H. A. Ivatt, the chief loco-
motive engineer of the Great Northern Railway, com-
bines six coupled wheels of moderate diameter with a
large boiler capacity and ample cylinder area. Alto-
gether, this engine may safely be regarded as among
the best designed of its kind in the country, and, having
proved so uniformly successful in an all-round capacity,
it will doubtless be adopted as a standard pattern on
the Great Northern Railway.
Although the first tank locomotive of the 4 — 4 — 2
type on the London, Brighton & South Coast Railway
was completed shortly before the close of 1906, the
type must be regarded as belonging to the year 1907,
as it was then that the engine began regular work, and
it has since been followed by a number of others of the
same class. This is another handsome-looking and
effective design, with many points in resemblance to
the engines having the same wheel arrangement on
the Great Northern Railway. While these engines are
easily able to make non-stop runs between London
and Brighton, if required, they are extremely useful for
working heavy suburban traffic and also frequently-
stopping longer distance trains on the main line.
Mr. J. G, Robinson, Chief Mechanical Engineer of
the Great Central Railway, added, during 1907, to the
number of 4 — 4 — 2 type tank engines already working
on that line ; and the same course was followed on the
London and North-Western and Great Northern Rail-
ways, whilst the Great Western also built a few more.
The close of the year saw the practical completion
of some very remarkable tank engines on the Great
Central Railway, at the works of Messrs. Beyer, Pea-
cock and Co., Ltd., at Gorton, near Manchester. These
engines, which have been specially designed for working
in the "hump" or gravity yards of that Company, at
Wath, near Doncaster, have, as the drawing on page 21
shows, the o — 8 — 4 wheel arrangement. They are
fitted with three simple cylinders, of which the inside
one drives the crank axle of the second coupled wheels,
while the outside cylinders actuate the third pair of
wheels. The author was courteously permitted by the
builders to inspect these engines during their construc-
tion, and it is obvious to anyone who sees them that
for sound principles of design and excellence of
workmanship and material the engines stand in the
foremost rank.
The construction of tank locomotives of varying types
was proceeded with on the whole of the railways of the
country, and that this medium of working the great
bulk of the suburban and shorter distance passenger
LOCOMOTIVES OF 1907.
2—6—2 TYPE TANK LOCOMOTIVE, GREAT WESTERN RAILWAY.
MR. G. J. CHURCHWARD, M.Inst.C.E., Locomotive Superintendent, SWINDON.
Cylinders, 17-^ ins. by 24 ins.
Truck wheels diameter, 3 ft. 2 ins.
Coupled wheels diameter, 5 ft. 2 ins.
Wheelbase, 28 ft.
Boiler: Diameter (outside), 4 ft. g\ ins. and 4 ft. 2 ins. ; length, 10 ft.
6 ins.
Tubes : Number, 255 ; diameter, ijf ins. ; length, 10 ft. 10 5-i6ths ins.
Leading Particulars.
Heating surface : Tubes, 1178-01 sq. ft. ; firebox, 93-85 sq. ft. : total,
1271-86 sq. ft.
Grate area, 16-6 sq. ft.
Working pressure, 200 Ibs.
Tractive force, 21,339 Ibs.
Weight (in working order), 62 tons 4 cwts.
Height of boiler centre, 8 ft. 3 ins.
2
i8
LOCOMOTIVES OF 1907.
and other traffic will continue for some very consider-
able time to come is abundantly recognised on all sides.
The electrification of the suburban lines around large
centres is, of course, a desirable thing; but it is one of
those developments which must, for numerous reasons,
come slowly, and anything like a general establishment
of this newer means of conducting railway traffic in
congested districts is practically as much as ever a thing
of the future.
In the region of goods locomotive design, the past
year marked a general tendency to adhere to the exist-
ing most popular types on the home railways, viz.,
those having the o — 6 — o and o — 8 — o wheel arrange-
ments.
Additional " Consolidation " type engines were built
by the Great Western Railway, and more of the
Webb four-cylinder eight-coupled compounds on the
London & North-Western Railway were converted to
the 2 — 8 — o wheel arrangement. The former Com-
pany also built some further "Mogul" (or 2 — 6 — o)
locomotives. Other railways were content to retain the
six- and eight-coupled wheel arrangements, without the
addition of carrying wheels. The cau'se of locomotive
compounding — otherwise flagging in this country —
received a marked impetus by the introduction by Mr.
George Hughes on the Lancashire & Yorkshire Railway
of a new class of eight -wheels-coupled (o — 8 — o type)
engines having four compound cylinders (see page 23).
The introduction of these engines followed upon ex-
haustive trials made with one engine which Mr. Hughes
had converted from a simple into a compound, and
which had proved very successful in service. In the
locomotives of the type illustrated on page 23, the two
inside (low-pressure) cylinders drive the crank axle
of the second pair of wheels, while the third pair is
actuated by the high-pressure cylinders outside the
frame.
Steam distribution is effected by piston valves for the
high-pressure and Richardson's balanced valves for the
low-pressure cylinders, and motion is imparted to the four
valves by means of one set of gear of the Joy type for
each pair of valves, viz., one high-pressure and the
other low-pressure, this being effected through the
medium of a two-armed rocking shaft. These valves
travel together in the same direction, while the pistons
move oppositely to one another. For efficiently starting
the engine, or in case of emergency when working on
heavy gradients, an arrangement, patented by the
designer of the engines, is fitted whereby steam direct
from the boiler is admitted automatically to the low-
pressure steam chest through a starting valve. The
arrangement, which is an extremely simple one, comes
into operation when the driver places the reversing
lever in either full forward or backward gear, and its
action is positive and automatic, and cannot be tam-
pered with. The appearance of these engines must
be considered as one of the most noteworthy events
of the year in British locomotive circles, for, not since
LoCOMOTlVfeS OF 1907.
SIX-COUPLED RADIAL (0—6—2 TYPE) TANK LOCOMOTIVE, GREAT NORTHERN RAILWAY.
MR. H. A. IVATT, M.Inst.C.E., Chief Locomotive Engineer, DONCASTER.
Leading Particulars.
Cylinders : Diameter, 18 ins. ; piston stroke, 26 ins.
Coupled wheels diameter, 5 ft. 8 ins.
Radial wheels diameter, 3 ft. 8 ins.
Wheelbase : Rigid, 16 ft. 3 ins ; total 23 ft. 7 ins.
Boiler : Diameter (outside), 4 ft. 8 ins. ; length of barrel, 10 ft. 7 ins.
height of centre above rail, 8 ft. of in.
Heating surface: Tubes, 1,130 sq. ft.; firebox, 120 sq. ft.: total,
1,250 sq. ft.
Grate area, 20-8 sq. ft.
Working pressure, 170 Ibs. per sq. in.
Weight on coupled wheels, 51 tons 14 cwts.
Weight of engine (in working order), 64 tons 14 cwts.
Tender: Water capacity, 1,400 gallons; coal capacity, 4 tons.
LOCOMOTIVES o£ 1907.
the late Mr. Webb built four-cylinder eight-coupled
compound goods engines on the London & North-
Western Railway has any other locomotive engineer
adopted the type in freight service. Apart from the
question of wheel arrangement and the class of service,
the step taken by Mr. Hughes directly revives the waning
interest in locomotive compounding in this country.
The locomotive building firms of Great Britain, al-
though perhaps not enjoying anything in the sense of a
" record " year, did much during 1907 to further
enhance the national reputation and position in this
branch of industry. Some exceptionally fine loco-
motives were exported, and the demand from India
and South America was larger than usual. The Vulcan
Foundry, Ltd., whose works at Newton-le- Willows rank
among the best equipped of any in Europe, built a very
large number of locomotives for India, as well as for
other parts of the world.
A " Consolidation " type goods engine completed
at the works of this firm towards the end of the year,
and which represented the first of an order of forty
similar locomotives, is illustrated on page 25. These
rank among the largest and most powerful two-cylinder
locomotives yet built in this country, and the author,
having been privileged to inspect the engines during
building, can testify to the excellence of the workman-
ship and materials put into them. The two-wheeled
bogie is of the swinging bolster type, compensated
through the beam to the spring of the leading coupled
wheels. The radial arm is pivoted to the frame stretcher
behind the cylinders, and is fixed to lugs on the axle-
box steel casting, which is continuous from side to side.
The springs are placed transversely one on either side
of the axle, and are carried at the centre on a pin fixed
in the centre casting which straddles the axle-box,
and at the ends by swing-links connecting to the top
of axle-box. The lateral movement is 5^ ins., or i\ ins.
each way. The weight of the bogie complete is 2.\ tons.
The total weight of the engine without tender, in
working order, is 71^ tons. The engines, with their
large cylinder and boiler capacities and ample adhesion
weight, are admirably adapted for the work of hauling
heavy train-loads over difficult sections of line, and
they will doubtless prove highly successful under these
conditions in India. The combination of simplicity
and straightforwardness of design, care and skill in
manufacture, and the ample character of the proportions
present in these engines, place them in the most favour-
able position possible for the accomplishment of the
purpose for which they have been built.
The design follows in all essential respects the recom-
mendations of the Engineering Standards Committee
for Indian Locomotives. The Vulcan Foundry, Ltd.,
also had in hand at the close of the year an order for
several o — 6 — 4 tank engines, intended for heavy sub-
urban passenger service on the East Indian Railway,
and at an earlier period despatched some remarkably
fine four-cylinder balanced compounds of the type
Weight leaded is'. 7.
empty 15. a. o
0—8—4 TYPE THREE-CYLINDER TANK ENGINE, -GREAT CENTRAL RAILWAY.
MR. J. G. ROBINSON, M.Inst.C.E., Chief Mechanical Engineer, GORTON.
BUILT BY MESSRS. BEYER, PEACOCK & Co., LTD., GORTON.
Cylinders : Diameter, 18 ins. ; piston stroke, 26 ins.
Coupled wheels diameter, 4 ft. 8 ins.
Bogie wheels diameter, 3 ft. 7 ins.
Wheelbase : Rigid, 17 ft. i in. ; total, 30 ft. 8 ins.
Leading Particulars.
Boiler (Standard G.C.R. " Atlantic " pattern) : Diameter, 5 ft. ; length,
15 ft.
Grate area, 26 sq. ft.
Working pressure, 200 Ibs. per sq. in.
Heating surface : Tubes, 1777-9 sq. ft. ; firebox, 133-1 sq. ft. : total, 1911-0 sq. ft.
22
LOCOMOTIVES OF 1907.
illustrated on page 27 to the Buenos Ayres Great
Southern Railway. The engines of this class are fitted
with a separate set of Walschaerts' valve gear for each
slide-valve, and they are also equipped with the
Vulcan Foundry Company's patent starting valve and
reversing gear, both of which highly efficient devices
have been illustrated and described in the columns of
the engineering Press on several occasions. The same
firm exported " Consolidation " locomotives to the
Bengal-Nagpur Railway, 4 — 6 — o express engines for
the Bombay-Baroda and Central India Railway, and
" Duplex Fairlie " type locomotives for the Burma
Railway, while numerous other orders were executed.
Another well-known firm — Messrs. Robert Stephenson
and Co., Ltd., of Darlington — sent a large number of
locomotives abroad, noteworthy among which were
the heavy eight-coupled goods locomotives, one of
which is shown on page 29, and tank engines of the type
illustrated on page 31. The business done by
this firm, which bears one of the most honoured
names in the locomotive history of this country, has
increased much of late ; and as this result comes as the
reward of combining enterprise with excellent workman-
ship, it is merited in the fullest degree. Other British
locomotive firms who did a large output during 1907
were Messrs. Beyer, Peacock & Co., Ltd., of Gorton,
Manchester, who built a quantity of locomotives both
for homeTand foreign service, of which one of the most
interesting types is that to which reference has already
been made, and of which a drawing is given on page 21.
Another distinctive design representing a product of this
well-known firm is the large 2 — 6 — 4 tank locomotive
built for the Bengal Nagpur Railway and illustrated on
Page 33- This is the first of a new series of engines, and
the design is based on the recommendations of the
Engineering Standards Locomotive Committee. The
author's thanks are due to Messrs. Sir John Wolfe Barry
& Partners, Consulting Engineers to the Bengal Nagpur
Railway, for permission to publish this photograph,
which was kindly supplied by the builders of the engines.
The North British Locomotive Company, Ltd., of
Glasgow, also did an increasing trade in locomotives
during 1907. The British-built locomotive is, if we
are to accept the word of a leading authority who is
chief mechanical engineer of a railway abroad, still
esteemed, from a constructional point of view, as
representing the best all-round production of its kind
in the world.
Turning to the locomotive practice of foreign
countries, we find that many notable developments
took place during 1907. Nearly all the Continental
Railways continue the policy of increasing the size of
their locomotives, and one, i.e., the Paris-Orleans,
achieved notoriety by introducing the 4 — 6 — 2 (or
" Pacific ") type of engine into Europe, a fact to which
reference has already been made in the present volume.
The two engines, which formed the nucleus of what is
now being magnified into an extensive series, were put to
LOCOMOTIVES OF 1907.
FOUR-CYLINDER COMPOUND GOODS LOCOMOTIVE (o— 8— o TYPE), LANCASHIRE AND YORKSHIRE RAILWAY.
' MR. GEORGE HUGHES, M.Inst.C.E., Chief Mechanical Engineer, HORWICH.
Leading Particulars.
Cylinders : Diameter — H.-P., 15^ ins. ; L.-P., 22 ins. ; piston stroke,
26 ins.
Wheels diameter, 4 ft. 6 ins.
Wheelbase, 16 ft. 4 ins.
Boiler : Diameter (outside), 4 ft. 10 ins. ; length between tube plates
15 ft. ; height of centre above rail, 8 ft. 5 in.
Grate area, 23 sq. ft.
Working pressure, 180 Ibs. per sq. in.
Weight of engine (in working order), Go tons 16 cwts. i qr.
Tender: Water capacity, 3,600 gallons; coal capacity 5 tons.
Weight of engine and tender (in working order), 102 tons 5 cwts. i qr.
Heating surface : Tubes, 1,767 qs. ft. ; firebox, 147 sq. ft. ; total, 1,914 sq. ft.
LOCOMOTIVES OF 1907.
work about the middle of the year. They represent
the latest development of French locomotive engineer-
ing, and occupy a foremost place in the locomotive
standards of the world. The author was afforded an
opportunity, during December last, of inspecting some
of the later additions to the class, then building at the
works of the Societe Alsacienne de Constructions
Mecaniques, at Belfort.
The immense size of the boiler is appreciated when
seen completed and apart from the engine portion,
and the peculiar construction of the firebox, which, for
a part of its length lies between the frames and for the
remainder widens out above them, is seen to great
advantage. The Societe Alsacienne had in hand at the
time of the visit above referred to an order for no less
than forty-five of these " Pacific " locomotives for the
Paris-Orleans Railway, as well as 133 locomotives of
varying types for the Alsace-Lorraine Railways.
The Southern, or Midi, Railway of France had on
order at Belfort at the same time four " Pacific " type
engines of the P.O. design, but with larger coupled
wheels. The four cylinders and valve gears in these
engines are arranged on the well-known and highly
successful de Glehn principle, and the design may gener-
ally be regarded as a natural development of the
4—6 — o type of engine, of which a large number is
employed on the Continental railways. A leading
Company to employ this latter type is the Eastern Rail-
way of France, whereon some exceptionally fine and
powerful locomotives designed by Mons. L. Salomon,
the chief mechanical engineer, are to be found. Some
trial runs made by the author with engines of this class
during 1907 demonstrated their wide capabilities both
in regard to speed capacity and weight hauling ; and a
very accurate idea of the work which the engines arc
doing in the matter of speed at any given time can be
obtained by means of the Flaman speed indicator, with
which ingenious and highly effective device these,
as all other types of locomotives used on the main
line of the Est Railway, are fitted, and which has
always given the most successful results.
Two notable examples of this pattern of locomotive,
built during 1907, are illustrated on pages 34 and 35.
Both of these represent very recent developments, and
therefore have an especial interest. The locomotive for
the Prussian State Railways, page 35, is of the two-cylinder
simple type, equipped with a Schmidt superheater of
the smoke-tube pattern. The design was, indeed, based
more or less upon the fact that highly superheated
steam was to be employed, and it has the special form
of piston and piston-valves devised by Mr. Schmidt for use
in conjunction with his well-known superheating system.
This is a very large and powerful engine, the design of
which embodies some of the latest ideas held on the
subject of locomotive construction in Germany, where
the use of superheated steam is being consistently ex-
tended. The Saxon State locomotive, page 36, also
uses superheated steam, but in conjunction with
CONSOLIDATION
(2—8—0 TYPE) LOCOMOTIVE, INDIAN NORTH-WESTERN
(GOVERNMENT) RAILWAY.
BUILT BY THE VULCAN FOUNDRY, LTD., NEWTON-LE-WILLOWS, LANCS.
Leading Particulars.
Cylinders : Diameter, 20 ins. ; piston stroke, 26 ins.
Bogie wheels diameter, 3 ft. 7 ins.
Coupled wheels diameter, 4 ft. 8J ins.
Wheelbase : Rigid, 16 ft. ; total (engine), 25 ft.
Boiler : Diameter (outside), 5 ft. 6 ins. ; length between tube plates,
12 ft. 6 ins. ; height of centre above rail, 8 ft. 9^ ins.
Heating surface : Tubes, 1,914 sq. ft. ; firebox, 173 sq. ft. : total,
2,087 sq. ft.
Grate area, 32 sq. ft.
Working pressure, 180 Ibs. per sq. in.
Weight on coupled wheels, 63^ tons.
Weight of engine (in working order), 71 J tons.
Tender: Water capacity, 4,000 gallons; coal capacity, 7^ tons.
Weight of engine and tender (in working order), ii8J tons.
26
LOCOMOTIVES OF
compound instead of single-expansion cylinders. In this
engine the four cylinders are arranged in line below the
smokebox, and all drive the leading pair of coupled
wheels. This cylinder and valve arrangement is now
referred to by some as constituting the " Central Euro-
pean " system, in which only two sets of gear are em-
ployed for working the four slide-valves. The low-
pressure cylinders are outside the frames, and the high-
pressure inside, and the slide-valves, which are of the
piston type, work above the cylinders. The valve
gearing is of the Heusinger pattern, a modification of
the Walschaerts' motion. The two gears are applied
to the outside low-pressure cylinders direct, and motion
is conveyed to the high-pressure spindles by cross-con-
necting levers at the rear of the cylinders. The boiler
is fitted with the Belpaire type of firebox and extended
smokebox. The front of the latter is "of conical forma-
tion, and the cab front sheets are similarly arranged, for
the purpose of reducing air friction. The superheater
consists of twenty-four tubes of 4! ins. to 5 ins.
diameter and 144 tubes of if ins. to 2 ins. diameter.
A large capacity double-bogie tender accompanies the
engine.
Some very large passenger locomotives, having the
2 — 6 — 2 type wheel arrangement and four compound
cylinders, were introduced on the Italian State Rail-
ways during the past year, and a number of new loco-
motives, both for passenger and goods service, were
introduced into Italy, the locomotive standards of which
country were greatly improved during 1907. The
arrangement of the four cylinders of the engine illus-
trated is peculiar. It is such that the two low-pressure
cylinders are located on the same side of the engine,
one inside and the other outside the frame, while the
two high-pressure cylinders are similarly arranged on
the other side of the engine, so that the arrangement
is totally different to that commonly adopted in four-
cylinder compound locomotives.
Only two valves, of the piston type, are employed
for distributing steam to the four cylinders. These
are located directly -above the outside cylinders (one
high-pressure^and the other low-pressure), and the steam
passages cross one another, which makes the use of only
two piston valves feasible. The two valve gears are
of the Walschaerts' type, and reversing is, of course,
arranged as for an ordinary two-cylinder simple loco-
motive. The inside cylinders (one high-pressure and
one low-pressure) are placed higher than the outside
cylinders and inclined downwards towards the crank-
axle, this arrangement affording the necessary clearance
between the inside mechanism and the leading coupled
axle. The 2 — 6 — 2 wheel arrangement is an unusual
one outside America, it having been, so far as the
author can recall, only used in Austria before these
new Italian locomotives made their appearance.
One of the few 4 — 4 — o type locomotives built for heavy
express passenger service on the Continent during 1907
is illustrated on page 38. This design, as in the case
--
LOCOMOTIVES OF, 1907.
27
FOUR-CYLINDER BALANCED COMPOUND LOCOMOTIVE, BUENOS AYRES GREAT SOUTHERN RAILWAY.
BUILT BY THE VULCAN FOUNDRY, LTD., NEWTON-LE-WILLOWS, LANCS.
Leading Particulars.
Cylinders: Diameter — H.-P., 14 ins.; L.-P., 23 ins.; piston stroke,
26 ins.
Wheels : Diameter — bogie, 3 ft. 2 ins. ; coupled, 6 ft.
Wheelbase : Rigid, 12 ft. 8 ins. ; total (engine), 25 ft. n ins.
Boiler : Diameter, 4 ft. ; length, 14 ft. 4^ ins.
Heating surface: Tubes, 1,667 sq. ft.; firebox, 136 sq. ft.: total,
1.803 sq ft.
Grate area, 28 sq. ft.
Working pressure, 220 Ibs. per sq. in.
Weight on coupled wheels, 47^ tons.
Weight of engine (in working order), 69 tons.
Tender : Water capacity, 4,000 gallons ; coal capacity, 7 tons.
Weight of engine and tender, 1 15 tons.
28
LOCOMOTIVES OF 1907.
of the 4 — 6 — o type locomotive of the Prussian State
Railways, for which this engine was also built, incor-
porates two simple cylinders with the use of the super-
heater. The latter, however, while still being on the
Schmidt principle, is of the smokebox instead of the
smoke-tube pattern. Writing to the author upon the
subject of superheated locomotives and the work they
are doing on the Prussian State and other railways,
Mr. Wilhelm Schmidt stated that when tested against
an " Atlantic " type " saturated " compound, with
identical loads and conditions absolutely the same in
both cases, the economy of the superheated steam loco-
motive— based on i,ooo-ton miles — was : (a) With nine
coaches, 25 per cent, in coal and 41 per cent, in water ;
(b) with eleven coaches, 27-8 per cent, in coal and 40-5
per cent, in water ; (c) with thirteen coaches, 33-3 per
cent, in coal and 36-7 per cent, in water. A remarkable
result.
The year 1907 saw an important development in the
locomotive practice of both Sweden and Denmark.
This was the introduction of the " Atlantic " type of
engine, which, of course, constituted a great advance
upon previous standards in either country.
The Swedish locomotives, one of which is illustrated
on page 39, is a two-cylinder simple engine, and the
general design combines features of English and Ameri-
can practice, with those which distinguish Continental
locomotives. The cylinders are placed inside the
frames, and steam is distributed to them by superposed
piston valves worked by Heusinger valve motion. A
large and high-pitched boiler is provided, and the
smokebox, which is of the extended pattern, contains
a spark arrester. This is another instance of the em-
ployment of the Schmidt smoke-tube superheater, which
is gaining in popularity rather more than the smokebox
pattern. The engine ranks among the comparatively
few of its type to have inside cylinders. The frames
are constructed of cast-steel bars, as in American loco-
motive practice.
The Danish " Atlantic " locomotives referred to above
are four-cylinder balanced compounds, with separate
driving axles. If anything, they are larger than the
Swedish engine illustrated.
Tank locomotives, although not so generally employed
abroad as in this country, were built in large numbers
on the Continent during 1907. Many of the designs
were remarkable for the largeness of their dimensions,
the engines resembling, in some instances, except in
the matter of coal and water-carrying capacity, the
most powerful express and goods locomotives. Among
the French railways, both the Northern and Eastern
Railways built more tank engines of their respective
standard types. Those of the Nord are 4 — 4 — 4 type,
with two simple cylinders, and those of the Est 4 — 6 — 4
engines, with four compound cylinders. Both are
largely employed around Paris and at other centres,
and each possesses great hauling capacity, those of the
Est more so, of course, because of the extra pair of
LOCOMOTIVES OF 1907.
EIGHT-COUPLED (o— 8— o TYPE) GOODS LOCOMOTIVE. OTTOMAN RAILWAY.
BUILT BY MESSRS. ROBERT STEPHENSON & Co., LTD., DARLINGTON.
Cylinders : Diameter, \g\ ins. ; piston stroke, 26 ins.
Wheels diameter, 4 ft. 6£ ins.
Wheelbase : Engine, 17 ft. 10 ins.
Heating surface : Tubes, 1,634 sq. ft. ; firebox, 152-4 sq. ft. : total,
1786-4 sq. ft.
Grate area, 25-35 S1- ft-
Leading Particulars.
Working pressure, 180 Ibs.
Total weight (in working order), 58 tons.
Tender wheelbase, 12 ft.
Tender: Tank capacity, 3,000 gallons; fuel capacity, 7 tons.
Weight (in working order), 37 tons 5 cwts.
Engine and tender, total, 95 tons 5 cwts.
LOCOMOTIVES OF 1907.
coupled wheels and larger cylinder capacity. During
a visit to the Paris-la-Chapelle Works of the Northern
of France Railway towards the end of last year, the
author saw under construction there two of the huge
duplex articulated tank engines designed by Mons. du
Bosquet for heavy grade work. These engines have
four compound cylinders, and of the fourteen wheels
which support them twelve are coupled, these being
arranged as two six-wheeled bogies driven indepen-
dently, the one by the high-pressure and the other by
the low-pressure cylinders. There was also to be seen
in the shops at the same time a new express locomotive,
with 4 — 4 — 4 wheel arrangement, a development of the
" Atlantic " type. This has been built by Schneiders,
of Creuzot, and is fitted with a wide' "firebox containing
water tubes and a special arrangement of pipes, evapo-
rator, etc., for raising the temperature of the steam
before the latter reaches the high-pressure cylinders.
As an example of recent Continental goods loco-
motive practice, the engine illustrated on page 40 has
been selected. This was built by Maffei & Co., of
Munich, for the St. Gothard Railway, and is a four-
cylinder compound in which the four cylinders are
arranged in line below the smokebox, with the high-
pressure inside of the frames and the low-pressure
outside. The second coupled wheels are the drivers.
Automatic valves are fitted, by means of which steam
from the boiler is admitted to the receiver when the
cut-off exceeds 75 per cent, of the piston stroke ; but
there is no mechanism by which the driver can, at will,
turn boiler steam into the low-pressure cylinders. The
boiler is of large size, and contains a Schmidt system
superheater. The slide-valves are of the piston type,
and the valve gear Heusinger's.
The " Consolidation " (or 2 — 8 — o) type locomotive
remains well in favour on the European Continent, and
a tendency to resort to ten-coupled wheels is also seen.
Progress in connection with locomotive matters was
well maintained during 1907 in America. For heavy
express service the " Pacific " engine generally, with
large capacity simple but sometimes compound cylinders,
continued as1 a favourite type, but the " Atlantic "
locomotive .also found many adherents. The Wal-
schaerts' valve gear came further into prominence,
and now appears to have been adopted almost as a
basic principle of American locomotive design. Some
extremely heavy goods locomotives of the 2 — 8 — o
and ten-coupled types made their appearance, as did
also that hardy annual the " largest locomotive in the
world." The credit this time belongs to the Erie Rail-
road, to whom the American Locomotive Company
delivered a duplex articulated engine having the
o — 8 — 8 — o wheel arrangement, and weighing, in work-
ing order, no less than 183 tons without tender. A
good example of recent American tank locomotive
practice forms the concluding illustration.
The general tendencies of locomotive engineering,
as indicated by the developments and practice of 1907,
LOCOMOTIVES OF 1907.
2—6—4 TYPE TANK LOCOMOTIVE, CEYLON GOVERNMENT RAILWAYS.
BUILT BY MESSRS. ROBERT STEPHENSON & Co., LTD., DARLINGTON.
Leading Particulars.
Cylinders : Diameter, 19 ins. ; stroke, 26 ins.
Coupled wheels diameter, 5 ft.
Total wheelbase, 32 ft. 6 ins.
Total heating surface, 1,323 sq. ft,
Grate area, 23-5 sq. ft.
Working pressure, 160 Ibs. per sq. in.
Total weight (in working order), 71 tons.
Tank capacity, 1,750 gallons.
Bunker capacity, 2j tons.
Gauge ot railway, 5 ft, 6 ir.=,
LOCOMOTIVES OF 1907.
remain much what they were at the end of the preced-
ing year. In regard to wheel arrangements, there
appears to be a greater disposition to resort to the use
of six-coupled wheels for the heaviest passenger service,
and the reasons for this have already been outlined.
The tendency is not so marked, as yet, in this country
as abroad ; but signs are not wanting that here, as well
as abroad, matters are taking the same direction on
the majority of the principal lines. The position of
the compound locomotive appears to have become
rather a doubtful one in Great Britain, where, except
for the one notable exception to which attention has
been drawn, a halt would seem to have been called by
those controlling the locomotive departments of the
lines, where, during 1906, a wider application of the
compound principle was noticeable. The use of super-
heated steam in locomotives made great progress
abroad, and experiments have been going on quietly in
this country also ; indeed, the author was informed in
a recent letter that the total number of engines so
equipped has now reached 2,411 on seventy different
railways, while numerous others so fitted are in course
of construction. The Prussian State Railways, as
before said, have made this principle the basis of many
recent locomotive designs, and in Belgium and Italy,
and other Continental countries, the matter is being
taken up with increasing energy. America and
Canada are also prominently associated with progress
in this direction. The proportions of the essential
portions of locomotives were still increasing at the end
of the year, and the time cannot be far distant when,
in its present form and under existing conditions, the
steam locomotive will have reached the limitations
which govern over-all proportions. In spite of this,
however, it cannot be doubted that steam, as the
primary motive power for railway purposes, has before
it — even in these days of rapid advancement — a very
considerable future.
Leading Particulars.
Cylinders : Diameter, 17^ ins. ;
piston stroke, 26 ins.
Wheels : Diameter — Bogie, 3 ft.
6 ins. ; coupled, 5 ft. 6 ins. ;
trailing, 4ft.
Wheelbase : Coupled, 8 ft. 9 ins. ;
total, 28 ft. ni ins.
Boiler : Diameter (outside), 4 ft.
3 ins. ; length, 10 ft. io£ ins.
Heating surface : Tubes, 947-63 sq.
ft. ; firebox. 93-25 sq. ft. : total
1040-88 sq. ft.
4 — 4 — 2 TYPE PASSENGER TANK LOCOMOTIVE I,.B. & S.C.R.
Leading Particulars
Grate area, 17-43 sq. ft.
Working pressure, 170 Ibs. per
sq. in. ,
Weight on coupled wheels, 36 tons
12 cwts.
Weight of engine (in working order),
68 tons 6 cwts.
Tender : Water capacity, 1,983
gallons ; coal capacity, 3$- toi s. g
Tractive force, 18,720 Ibs.
LOCOMOTIVES OF 1907.
33
HEAVY 2—6—4 TYPE TANK LOCOMOTIVE, BENGAL NAGPUR RAILWAY.
BUILT BY MESSRS. BEYER, PEACOCK & Co., LTD., GORTON.
Leading Particulars.
ders : Diameter, i8£ ins. ; piston stroke, 26 ins.
.•iiled wheels diameter, 5 ft. ij ins.
ial truck and bogie wheels, 3 ft. 6J ins.
"Nwlbase : Rigid, 13 ft. ; total, 33 ft. 3 ins.
-r f Diameter (outside minimum), 5 ft. ij ins. ; length, 10 ft. i £ ins.
Heating surface: Tubes, 1,275 scl- *'• I firebox, 137-6 sq. ft.; total,
1,413 sq. ft.
Grate area, 27 sq. ft.
Tender : Capacity of tank, 2,000 gallons ; fuel space, 135 cub. ft.
Weight (on coupled wheels), 47 tons o cwt. 3 qrs.
Weight (in working order), 79 tons 10 cwt. 3 qrs.
34
LOCOMOTIVES of 1907.
" PACIFIC" (4
-2 TYPE) FOUR-CYLINDER COMPOUND EXPRESS LOCOMOTIVE, PARIS-ORLEANS
BUILT AT BELFORT BY THE SOCIKTE ALSACIENNE DE CONSTRUCTIONS MECANIQUES.
Note peculiar construction of Firebox.
Leading Particulars.
Cylinders: Diameter — H.-P., 15^ ins. ; L.-P., 25^ ins. ; piston stroke,
254 ins.
Wheels: Diameter — Bogie, 3 ft. 2 ins.; coupled, 6ft. i in.; trailing
3 ft. g\ ins.
Wheelbase : Coupled, 12 ft. g\ ins. ; total, 34 ft. 5$ ins.
Boiler : Diameter, 5 ft. 6J ins. ; height of boiler centre above rails,
9 ft. 3 ins.
Heating surface : Tubes, 2603-62 sq. ft. ; firebox, 165-44 sq- ft.
total, 2769-06 sq. ft.
Grate area, 46 sq. ft.
Boiler pressure, 227 Ibs.
Weight on coupled wheels, 53 tons.
Weight of engine (in working order), 89 tons.
LOCOMOTIVES OF 1907.
35
•
TYPE SIMPLE EXPRESS LOCOMOTIVE, PRUSSIAN STATE RAILWAYS.
BUILT BY THE BERLINER MASCHINENBAU ACTIEN-GESELLSCHAFT.
Fitted with SCHMIDT SYSTEM Smoke-tube Superheater.
Leading Particulars.
Cylinders : Diameter, 23-2 ins. ; piston stroke, 24/8 ins.
Bogie wheels diameter, 3 ft. 2 ins.
Coupled wheels diameter, 5 ft. 8J ins.
Wheelbase : Rigid, 15 ft. ; total, 27 ft. 6 ins.
Boiler : Maximum diameter (outside), 5 ft. 3 ins. ; length between
tube plates, 1 5 ft. ; height of centre above rail, 9 ft.
Heating surface: Total, 2,153 S1- ft. ; superheater, 532 sq. ft.
Grate area, 28 sq. ft.
Working pressure, 1 70 Ibs.
Weight on coupled wheels, 46^9 tons.
Weight of engine (in working order), 68-4 tons.
3*
LOCOMOTIVES OF 1907.
TYPE COMPOUND EXPRESS LOCOMOTIVE, SAXON STATE RAILWAYS.
Fitted with SCHMIDT SYSTEM Smoke-tube Superheater.
Leading Particulars.
Cylinders : Diameter— H.-P. (2), 16-9 ins. ; L.-P. (2), 26-8 ins.
Bogie wheels diameter, 3 ft. 5 ins.
Coupled wheels diameter, 6 ft. 2j ins.
Wheelbase : Rigid, 13 ft. 8 ins. ; total (engine), 28 ft. 4 ins.
Boiler : Diameter (maximum outside), 5 ft. 5 ins. ; length between
tube plates, 1 5 ft. 2 ins.
Heating surface: Firebox, 138 sq. ft.; tubes, 1432-7 sq. ft. ; super-
heater, 441-3 sq. ft. : total, 2012-9 sq. ft.
Grate area, 29-5 sq. ft.
Boiler pressure, 213 Ibs. per sq. in.
Weight for adhesion, 47 tons.
Weight in working order, 72} tons.
LOCOMOTIVES OF 1907.
37
2—6—2 TYPE FOUR-CYLINDER COMPOUND EXPRESS LOCOMOTIVE, ITALIAN STATE RAILWAYS.
BUILT BY SOCIETA ITALIANA ERNESTO BREDA, MILAN.
Cylinders : Diameter — H.-P., I2j ins. ; L.-P., 23^ ins. ; piston stroke,
25f ins.
Wheels diameter : Coupled, 6 ft. 2 ins. ; leading truck, 3 ft. ij ins. ;
trailing truck, 4 ft.
Wheelbase of engine, 27 ft. 8f- ins.
Boiler : Outside diameter (maximum), 5 ft. 2j ins. ; height of centre
above rails, 9 ft. 3 ins.
Leading Particulars.
Heating surface, total, 2,430 sq. ft.
Grate area, 37-6 sq. ft.
Working pressure, 235 Ibs.
Adhesion weight, 39 tons 16 cwts.
Weight of engine and tender (in working order), I2oj tons.
LOCOMOTIVES OF 1907.
4—4—0 TYPE SIMPLE EXPRESS LOCOMOTIVE, PRUSSIAN STATE RAILWAYS.
Fitted with SCHMIDT SYSTEM Smokebox Superheater.
Leading Particulars.
Cylinders : Diameter, 21-3 ins. ; stroke of pistons, 23-6 ins.
Coupled wheels diameter, 6 ft. 6 ins.
Wheelbase : Coupled, 9 ft. ; total, 24 ft.
Heating surface : Tubes and firebox, 1,095 sq-
Grate area, 24-4 sq. ft.
Boiler pressure, 170 Ibs. per sq. in.
Weight of locomotive, 54-5 tons.
; superheater, 331 sq.ft.: total, 1,426 sq. ft.
LOCOMOTIVES OF 1907.
39
TWO-CYLINDER NON-COMPOUND "ATLANTIC" TYPE LOCOMOTIVE, SWEDISH
STATE RAILWAYS.— Using Superheated Steam on Schmidt's System.
BUILT BY MESSRS. NYDQVIST & HOLM, TROLLHATTAN, SWEDEN.
Leading Particulars.
Cylinders : Diameter, io| ins. ; piston stroke, 24 ins.
Wheels: Diameter — Bogie, 3 ft. 2j ins.; coupled, 6 ft. 3 ins.; trailing,
3 ft. 8 ins.
Wheelbase : Rigid, 13 ft. 9 ins. ; total, 20 ft. 3j ins. ; total with tender,
46 ft. 9 ins.
Boiler : Diameter, i ft. ; distance between tube plates, 1 5 ft. I in.
Steam pressure, I7olbs.
Heating surface : Tubes, 1,316 sq. ft. ; firebox, 124-6 sq. ft. : total,
1440-6 sq. ft.
Grate area, 28 sq. ft.
Weight of engine (in working order), 60 tons 10 cwts.
Adhesion weight, 29^ tons.
LOCOMOTIVES OF 1907.
FOUR-CYLINDER, SUPERHEATED, COMPOUND (2—8—0 TYPE) GOODS] LOCOMOTIVE,
ST. GOTHARD RAILWAY.
BUILT BY J. A. MAFFEI, OF MUNICH, BAVARIA.
Leading Particulars.
Cylinders: Diameter — H.-P., 15 J ins. ; L.-P., 23$ ins. ; piston stroke, | Total heating surface, 2,734-4 sq. ft.
Grate area, 43-8 sq. ft.
Steam pressure, 220 Ibs.
Weight on coupled wheels, 62 tons.
24 ins.
Bogie wheels, 2 ft. io£ ins. diameter.
Coupled wheels, 4 ft. 5 ins.
\Vheelbase : Rigid, 15 ft. 9 ins. ; total, 24 ft. 9 ins.
Weight of engine (in working order), 76-4 tons.
LOCOMOTIVES OF 1907.
THE WORLD'S LARGEST PASSENGER LOCOMOTIVE (4—6—2 TYPE), PENNSYLVANIA RAILROAD
(WEST OF PITTSBURG DIVISION).
BUILT BY THE AMERICAN LOCOMOTIVE COMPANY AT THEIR PITTSBURG SHOPS.
Cylinders : Diameter, 24 ins. ; piston stroke, 26 ins.
Wheels : Diameter — Bogie, 3 ft. ; coupled , 6 ft. 8 ins. ; carrying, 4 ft. 4 ins.
Boiler : Diameter (inside), 6 ft. 8 ins. ; length, 21 ft.
Wheelbase : Rigid, 13 ft. 10 ins. ; total (engine), 35 ft. 2^ ins. ; engine
and tender, 67 ft. i in.
Heating surface : Tubes, 4,222 sq. ft. ; firebox, 205 sq. ft. ; total,
4,427 sq. ft.
•Grate area, 61-8 sq. ft.
Leading Particulars.
Working pressure, 213 Ibs.
Weights : On bogie, 20 tons 1 3 cwts. ; on coupled wheels, 79 tons
7 cwts. ; on trailing wheels, 23 tons 5 cwts.
Weight of engine (in working order), 123 tons 5 cwts.
Weight of engine and tender (in working order), 193 tons 5 cwts.
Tractive force, 31,000 Ibs.
Tender : Water capacity, 7,000 gallons ; coal capacity, 1 1 tons.
\Veight of tender (loaded), 70 tons.
42
LOCOMOTIVES OF 1907.
" CONSOLIDATION " (2—8—0 TYPE) FREIGHT LOCOMOTIVE, CHESAPEAKE AND OHIO
BUILT AT THE BROOKS WORKS OF THE AMERICAN LOCOMOTIVE COMPANY.
RAILROAD, U.S.A.
Leading Particulars.
Cylinders : Diameter, 22 ins. ; piston stroke, 30 ins.
Truck wheels diameter, 2 ft. 6 ins.
Coupled wheels diameter, 4 ft. 8 ins.
\Vheelbase : Rigid, 16 ft. 6 ins. ; total, 25 ft. I in.
Boiler : Diameter (outside), 6 ft. 4j ins. ; length between tube plates,
14 ft. 7 ins.
Heating surface : Tubes, 2,912 sq. ft. ; firebox, 169 sq. ft. : total,
3,081 sq. ft.
Grate area, 48-445 sq. ft.
Working pressure, 185 Ibs. per sq. in.
Weight on coupled wheels, nj tons.
Weight of engine (in working order), 90^ tons.
Coal capacity of tender, 10 tons.
Water capacity of tender, 7,000 gallons.
Weight of engine and tender (in working order), 197$ tons.
LOCOMOTIVES of 1907.
'
" THE MOST POWERFUL LOCOMOTIVE IX THE WOULD."
MALLET COMPOUND ARTICULATED (0—8— 8—0 TYPE) ENGINE, ERIE RAILROAD, U.S.A.
BUILT BY THE AMERICAN LOCOMOTIVE COMPANY.
(SCHENECTADY SHOPS).
Cylinders : Diameter — H.-P., 25 ins. ; L.-P., 39 ins. ; piston stroke,
28 ins.
Wheels diameter, 4 ft. 3 ins.
WTieelbase : Each group, 14 ft. 3 ins. ; total engine wheelbase, 39 ft.
2 ins.
Boiler: Outside diameter of front ring, 7 ft.
Heating surface : Tubes, 4,971-5 sq. ft. ; firebox, 342-2 sq. ft. : total,
5313-7 sq. ft.
Leading Particulars.
Grate area, 100 sq. ft.
Working pressure, 2 1 5 Ibs. per sq. in.
Weight of engine (in working order), 180^ tons.
Tender: Water capacity, 8,500 gallons; coal capacity, 16 tons.
Weight of engine and tender (in working order), 257 tons.
Tractive force (working simple), 94,800 Ibs.
44
LOCOMOTIVES OF 1907.
HEAVY 2—8—2 TYPE (SIMPLE) TANK LOCOMOTIVE. NEVADA NORTHERN RAILROAD.
BUILT AT THE BROOKS WORKS OF THE AMERICAN LOCOMOTIVE COMPANY.
Cylinders : Diameter, 19 ins. ; piston stroke, 26 ins.
Wheels: Diameter — Truck, 3 ft. 6 ins.; coupled, 4 ft.
Wheelbase : Rigid, 15 ft. ; total, 34 ft.
Boiler : Diameter (outside), 5 ft. 6J ins. ; length between tube plates,
15 ft. 6 ins.
Heating surface : Tubes, 2477-6 sq. ft. ; firebox, 166 sq. ft. : total,
2643-6 sq. ft.
Leading Particulars.
Grate area, 46 sq. ft.
Working pressure, 200 Ibs. per sq. in.
Weight on coupled wheels, 76^ tons.
Weight of engine (in working order), looj tons.
Tender: Water capacity, 2,500 gallons; coal capacity, 5 tons.
OF THE
U.C DC i -r •
OF CALIFORNIA LIBRARY OF THE UNIVER
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IVERSITY OF CALIFORNU
IERSITY OF CALIFflRNI/ it
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